janney



R. JANNEY.

DRIVING MECHANISM.

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. DRIVING MECHANISM. APPLICATION FILED FEE S. I917.

Patented J11ne '24, 1919.

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DRIVING MECHANISM. APPLICATION FI LED FEB. 3. 1911.

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nmvms MECHANISM.

{ APPLICATION FILED FEB. 3. 1911. r 1,307,819. I PatentedJune 24, 1919.

4 SHEETS-SHEET 1 To all whorls/it may concern.

.]['.will set forth fully REYN OLD JANNEY, OF NEW YORK,

N. Y., nssIeNon ro THE WA-TERBURY TOOL COMPANY, or WATEBBURY,eomvnc'rrcna', A CORPORATION or conned-r1- Be it known that I, REYNOLDJANNEY, a citizen of .the United States, residing at New York, in thecounty of New York and State of New York, have invented certain j newand useful Improvements in Driving Mechanism, of which the following isa specification.

This invention relates to driving mechanism. Driving mechanism involvingthe invention can be incorporated in apparatus or appliances of widelydifferent character.

. In the drawings accompanying and form-.'

mg part of the present specification I have shown in detail one ofthe'several convenient forms of embodiment of theiinvention which in thefollowing description In no sense do I restrict myself to thisdisclosure; I may depart therefrom in several respects within the scopeof the invention defined by the claims following said description. Inthis particular form of embodiment of the invention it is shownincorporated'in what is known as a caterpillar traction vehicle; One ofthe primary pu1"- able framework of which the poses of the invention isthe provision of propelling means of a vessel or of a wheeledof Fig. 1,looking inthe direction of' the;

fill plied thereto.

/ hereinafter more particularly means capable of effective control, bywhich propellers as they may also can be driven either fortogether orindependtwo. drivers or be considered, wardly or backwardly ently a ndat-varying speeds. I have mentioned a caterpillar traction vehicle asone;

of the many appliances in which the driving mechanism can be embodied.As. will be evident from what I have already noted, it can be used inmany other different connections; for instance it can be utilized as thevehicle, these being merely two of many other illustrations. i I

Referring to said drawings;

' Figure 1 is a top plan view partly in sec-,

;t ion of a vehicle provided with driving mech V vehicle, their'underruns being adapted to anism involvingthe invention. Fig. 2 is avertl'calsection on the line Figs. 3 and 4 are vertical sections on the l iIlQS3"T3, and 4-4 respectively. of Fig. 1, looking in the directionof"the. arrows ap- Fig. 5 is a detail view of worm gearing described. Fig.his a sectional topplan view; and

nmvme MECHANISM.

Specification of Letters Patent.

'out the several figures.

'nism comprehending the supported bv the,

I the framing of the vehicle. brief description f of some of parts of acaterpillar-tractor.

- either forward or backward are capable of bein 2 speeds not only whi etraveling in the'same direction but while movingv in .difi'erent di-Patented June 24, 1919.

Application filed February 3, 1917 Serial No. 146,568.

Fig. 7 a Vertical sectional side elevation of controlling mechanism. l

Fig. 8 is a sectional plan view of certain of the parts shown in Fig. 6.

- Fig". 9 is a plan viewsomewhat similar to Fig. 8 but showing amodified arrangem'enfl Fig. 10 is a like view-of-a further form ofcontrolling mechanism. f

Fig. 11 isa transverse section on the line 11--11 of Fig. 10, looking inthe direction of the arrow.

Fig. 12- is a top plan view of a modified form of driving mechanism. f

Fig. 13 is a horizontal sectional plan .view of the double springcontrolling mechanism shown in Fig.1. v 1 I Fig. 14 is a sectionalelevation of .a by drauli'c variable speed ar. y

Like characters refer to like parts through- In Fig. ,1 I have showndriving mechainvention, as] mounted upon and forming part of a, cater;pillar traction vehicle which may lee-equipped as is usual with runninggearor other. suitdeck or platform 2-constitutes a part. Th-1sframeworkfl including the deck, constitutes suitable supporting meansfor the various parts of the driving mechanism and certain coasting ele;ments. At opposite sides of'the vehicleare and 4 of s rocke e. a Thefront ends of these chainsl pass mild sprocket wheels as 5, the shaftsof which are l framing of the machine. At the rear the chains wheels as6 which as shown are disposed in endless chains as 3 pairs, the shafts?having the rear sprocket Wheels 6, rigidly connected therewith andbeing-"like the shafts of the front sprocket] wheels 5 suitablysupported for rotation by 95 the machine. These chains 3 and. 4constitute suitabledrivers for the engage the ground so as to drive Thisas a matte of fact is a the principal "-1 exit case the chains 3 and 4can be driven" simultaneously in the same direction'to' effect movement;they operated at difl'erent pass around sprocket In c0n]unct1on wlth thedrivers or propellers are transmission devices, there being onetransmission device cooperative directly wlth each driver. Thesetransmission dev1ces ma be of any suitable nature, those denoted y 8 and9 and supported by the framework of the machine between the paralleldrivers or chains 3 and 4 answering satisfactorily in'this connection.The transmission devices whether of the kind shown preferably should beof such nature as to obtain through proper instrumentalities thenecessary-speed changes of the two drivers 7 type and are of fact I haveobtained or chains and also the necessary changes in direction ofmovement. These transmission devices 8 and 9 are as shown of hydraulicknown as hydraulic variable speed gears. They have been the subject ofdescriptions and discussions in many scient'ific and engineering papers,not only in the United States but in many other countries and are .fullydescribed in a text book on gunnery used in the regular course ofinstruction in the United States, and I might add have been lmown to theworld commerdaily for over ten years ast. As a matter atent No. 924,787on June 15, 1909, which illustrates such a transmission device. They arealike in construction, so that a concisedescription of one will apply tothe other. Said transmission device or hydraulic variable speed gearincludes an A-end or hydraulic variable stroke pump 10 and a B-end orhydraulic motor 11. As part of the A-end is a tilting box to which isconnected a control shaft 12. When this controlling member or shaft 12and the tilting box are in the neutral position, the pistons in'the pumpor A-end will deliver no fluid. 'By moving the tilting box in eitherdirection through the agency of the control member operatlvely connectedtherewith, the pistons Wlll commence to reciprocate, their strokeincreasing in proportion to the movement of the tilting box from theneutral. If

the tilting box he moved in one direction -from theneutral, the pistonsof the motor or- B-en'd will be driven in one direction, whereasonmovement of the tilting box in theopposite direction, the pistons of themotor will be driven in the opposite direction, the greater the angleofthe tilting box,

the greater the movement of the two sets of pistons and hencethegreateramount of speed of the shaft 13 extending from the B-end, which shaftmay be considered the outgoing shaft or driven member of thetransmission device. The incoming shaft of the transmission device isdesignated by 14, and it may be considered also as the driving shaft ofthe said transmission device.

It will, therefore, be clear that the outgoing shafts can be driven inopposite directions at various speeds from practically zero up to therange of the device. The outgoing! shafts 13 of the respectivetransmission devices are connected operatively to the drivers 3 and 4for actuating the same either forwardly or backwardly and at differentspeeds or the same speed in the o posite or the same direction. Theeffect of the transmission devices 8 and 9 can be transferred to thedrivers 3 and 4 by any suitable mechanism, although that shown and. nowto be described answers satisfactorily in this connection. The outgoingshafts 13 are shown as furnished with bevel gears 15 in mesh with bevelgears 16 on the independently sup-- ported yet co-axial transverselydisposed shafts 17. The shafts 17 loosely carry near their outer endsspur gears as 18 and also carry loosely between these spur gears and thebevel gears 16 the spur gears 19. The spur gears 18 mesh respectivelywith spur gears 20 rigid with the shafts 21 which also have rigid withthem spur gears 22' in mesh with the spur gears 19. It will be notedthat the spur gears 18 are smaller indiameter than the spur gears 19 andthe reason for this will hereinafter appear. the shaft 21 are pinions 23in mesh'respectively with the sprocket wheels 6. By clutching the spurgears 18 and 19, assumed to be in motion, in alternation to the shafts17 I can, as will be clear, efi'ect chan es in speed of the drivers 3and 4'indepen ently of the transmitting devices '8 and 9, which as willbe understood is merelyone way of accomplishing this result. I willdescribe clutch means suitable for the purpose. The shafts 17 as shownare hollow and support within them for sliding movement the clutch rods24connected at their inner ends to the long arms of the angle levers 2'5suported pivotallyat their elbows u n the ramework of the machine. Thero s 2& are rovided with keys 26 which'extend through ongitudinal slots27 in the respective hollow shafts 17 and are adapted to cooperate with.keyways as 28 and 29in the spur gears 18 Rigid with their middlepositions they are spaced at their ends from the keyways or sldts 28 and"29 in the adjacent spur gears 18 and 19.

The means for operating-the clutch members to which allusion has beenm'ade involves the longitudinally extending rod 30 connected at itsforward end tothe lever within convenient reach of the operator 1o 7 y34 abutting at their of the machine. This rod at its rear; end' extendsthrough the ,longitudinally separated crossheads 32 and has stops 32.hearing ,against the outer faces of. said crossheads. Through saidcrossheads freelyextend the floating rods 33 disposed in parallelismwith each other longitudinally of the machine and provided at their endswith stop collars 33. Each floating rod 33 carries a pair of sleeves 3",the sleeves being Surrounded by springs outer ends against the theirinner ends against the collars-33 of said sleeves33". The inner en ofthe two pairs of sleeves 33" are spaced or separated to receive betweentheir collars 33- the inner orshort arms of the angle levers 25. Thefour springs 34 are assembled under" independent compression, and owingto this fact they act in effect as rigid bodies for moving, the clutchmembers or rods 24, unless the keys 26 should not happen to registerwith the corresponding key slots or ways 28' and 29 in the pinions 18and 19 respectively. Should this be the case the springs permit throwingthe lever 31 forward or backward to its extreme position by the furthercompression of the necessary spring or springs 34 and under the furthercompressed spring the key or keys will slip into the proper slotorkeyway crossheads 32 and at when they arebrought against each other bythe rotation of the gear or gears 18 and 19. This provision relieves theoperator from giving any considerationto the clutch mechanism after hehas thrown the lever 31 to obtain the necessary speed change.

It is, of course, necessary to operate the transmission devices 8 and 9'by suitable power, and this'is accomplished in the present case throughthe rotation of what I have called the incoming shafts of said transmis.

sion devices. The driving of these shafts may be accomplished in anydesirable way either by a constant or variable speed motor, the formerbeing preferred. In the construction shown the hydrocarbon engine 35mounted on the deck near the front is provided for this purpose, theshaft 36 of said motor or engine being operatively connected by suitablebe hereinafter described, to the respective incoming shafts 14 of saidtwo transmission devices. Said shaft 36 as represented, is shownconnected at its rear end with sprocket gearings denoted in a generalway respectively by 37 and 38'with the incoming shafts 14 of, saidtransmission devices 8 and 9. Therefore, so long as the motor or engine35 is in action, said incoming shafts 14 will be driven. changes of thetwo drivers 3 and 4,.how-

ever, are accomplished irrespective of any; changes in speed of themotor.

When the control shafts 12 of the transgoing shaft means, one form, ofwhich will 'pworm wheels 39. The speed and direction mission devices. 8and 9 are in position to maintain the tilting boxes of said transmissiondevices in' the neutral positions thereof,-,the outgoing shafts 13 willnot turn even though the motor or engine 35 be in action and act todrive through the intermesaid transmission-devices. To efl'ecttheoperation of the outgoing shafts 13 it will be necessary to move thetilting boxes from the positions thereof. If a tilting box is neutralmoved in a predetermined direction the out- 13 associated therewith willbe rotated, the speed being progressively increased as the tilting boxmoves from the neutral and .being in correspondence with the amount ofmovement of the tilting box'from the neutral. The opposite functiontakes place when the tilting box is moved in the opposite direction andthe action of the tilting boxes, as I have already observed, is effectedthrough the control members or shafts 12 connected respectively in anoperative manner with said tilting boxes. In the "present casevariations in speed there ore, of the outgoing shafts and changes indirection of movement thereof are secured by the inward or outwardmovement of said control members or shafts l2,and I will now describe ameans by which these respective in and out movements can be secured. Inconnection with each control shaft is a pair of worm wheels 39' and 10both immovable laterally. The two outer worm wheels 39 as shown areinteriorly threaded to register with corresponding threads on. therespective control shafts 12. The two inner worm wheels, however, havesliding-key connections with their respective control shafts. It will,therefore, be clear that turning the worm wheel 39 will cause therespective control shafts to move in and out in accordance with thedirection of the thread and the di rection of rotation of said wormwheels.

By turning the worm wheels 40, the control shafts will also be fed inand out, by rea son of their threaded connection with the worm wheels 39which act in this case as feed nuts. Clearly it, will be evident thatthe effects of the worm wheels on the respective controlshafts aresimilar but are produced in different ways. not rotate the respectivecontrol shafts 12 I ut push them in and out by reason of the threadedconnection therewith, while the worm wheels 30 rotate the shafts andthus move the same in or out, by reason of their threaded connectionwiththe respective worm wheel 39 has been turned so as to move itscooperating control shaft in, the companion wheels 40 may be turnedwithout interfering with the position of the said worm wheel 39 to movethe shaft out-again. It

If, therefore, an outer diate'connections the inooming shaftsl-ftof 115The worm wheels 39 do the inner shafts 42.

is evident, therefore, that the wheels 39 and 40 of'the respective pairsmay be so turned as to counteract or neutralize eachother or on theother hand they may be moved together to double the movement of therespective control shafts, and means whereby these actions can beobtained will'be hereinafter described. At each side of theclutch-opcrating element or rod 30 are two pairs of shafts 41 and 42,the outer shafts being designated by 41 and the inner by 42. Theseshafts like the other moving parts are car ried by suitable bearings andas shown extend longitudinally of the machine. The outer shafts 41 areprovided at their rear ends with worms 43 rigid therewith and inmeshwith the worm wheels 39 respectively. The inner shafts are equippedwith similar worms 44 also rigid therewith and in mesh with the twoinner worm gears or wheels 40. Extending longitudinally of the machineand practically in parallelism therewith are the two shafts 45 inclosedrespectively by the hollow shafts.46 Each inclosed shaft 45 and tubularshaft 46 constitutes what I consider a double shaft, the ends of theinclosed shafts extending from the opposite ends of the tubular shafts.The rear projecting ends of the inclosed shafts are connected as bysprocket gearing denoted in a general way by 47 with the outer shafts41, while the rear portions of the hollow or tubular shafts 46 areconnected by sprocket gearing denoted in a general way by 48 with Eitherof the pairs of shafts 45 and 46 when operated can, there fore, effectthrough the agency of the intermediate parts, the action of atransmission device to either stop or start or reverse or vary themovement of the outgoing shaft 13 thereof. The reason for the doublingof the shafts in the manner set forth is to reduce the number of partswhich extend forward from the transmission devices to the controllingposition of the operator. At the forward ends of the inclosed or innershafts 45 are spiral gears 49 in mesh with spiral gears as 50- shown asbeing located near the ends of and rigid with the transverse shaft 51.Said transverse shaft as shown is provided between its ends with aspiral gear 52 in mesh with the spiral gear 53 rigid with the uprightshaft .54 which in the present case suitable speed control member aswill hereinafter appear, being provided in practice with a wheel orother suitable means by which it can be easily operated. This shaft 54extends through and beyond the ends of the tubular shaft 55- which inthe rganization illustrated comprises a steering control member and likethe inner shaft is provided with a wheel or equivalent to facilitate itsmanipulation. The inner or speed control shaft 54,

it will be noted, extends below the steering control shaft 55 and it isto the lower end thatthe spiral gear 53 to which I have already referredis connected.

To the forward ends of the tubular shafts 46 are rigidly connectedrespectively spiral gears 56 in mesh with spiral gears 57 respectivelycarried by the transverse shaft 58 practically a counterpart of theshaft 51. To the intermediate portionof the shaft 58 is rigidlyconnected a spiral gear 59 in mesh with a like gear 60 rotative with theouter or steering control member or shaft 55 at or near the lower endthereof. The two shafts 54 and 55 as shown are vertically disposed,although this is not an essential matter and they present collectively asuitable column, the elements or sections of which can be independentlymanipulated to effect the necessary speed changes or steering of thevehicle or equivalent apparatus, of which a ship, as I have alreadymentioned, is an example. The connections from the speed controllingshaft 54 are such that if said shaft be turned to the right or the left,the worm wheels or gears 39 through the intermediate described parts arerotated to effect movement simultaneously of the control shafts 12inwardly or outwardly in accordance with the direction in which saidshaft 54 is turned to increase or decrease alike the speeds of theoutgoing shafts 13 of the two transmission devices 8 and 9. Theconsequence of turning the member 54 is to increase or decrease thespeed of the vehicle or it might be anything of an equivalent nature byincreasing alike the speeds of the caterpillar chains 3 and 4 on bothsides of the vehicle. The described connections, with the tubular orsteering control member 55 to the control shafts 12, however, are suchthat on the movement of said part 55 in a predetermined direction, thecontrol shafts 12 will be oppositely rotated so as to produce exactlyopposite eflects on the outgoing shafts 13. Therefore, through theaction of the part 55 one of the drivers (the chains 3 and 4 as shown)will be caused to increase in speed while at the same time the other iscorrespondingly decreased in speed or one may be caused to move in onedirection and the other in the opposite direction. The consequence ofthis will be the turning of the vehicle or analogous apparatus to theright or left in accordance as one of the drivers goes faster thantheaother or in an opposite direction thereto.

It will be understood by considering the peculiar construction and modeof operation of the control shafts 12 and their connection with the wormwheels 39 and 40 that the rotations of the shafts 54 and 55 do notnecessarily interfere with each other; for instance the vehicle or othertraveling or movable body may be moving forward at a moderate speed andat the same time may be turned to the right or left without materiallychanging its speed as a whole. There is, however, der which there wouldbe an interference as if the vehicle or its equivalent be moving forwardat full speed at which time both control shafts 12 are thrust into theircases to the full depth. In this event, it will not be possible to turnthe steering member 54,

- because it is not possible when the condition therewith, the innerpointed out is present, to move either of the shafts 12 any fartherinward and since the rotation of the shaft 54 always forces one controlshaft in while it forces the. other out, through the describedconnections, it will be impossible to rotate the shaft 55 un-' less thespeed of the vehicle as a whole be first reduced by retracting orbringing out the two control shafts 12, at least sufliciently to permitthe movement of one of them in while the other is being turned out bythe rotation of the shaft. 55. It is, therefore, necessary to providemeans of some suitable character to meet this movable body be going fullspeed ahead or full speed back, there will be no interference withchanging the general direction of the vehicle 45. As I say thiscondition can be brought out many suitable way, .and I show three of themeans by which it can be accomplished. On the lower end of the hollowshaft 55 is shown a pinion 61 rigid shaft 44 having a rigid pinion 62.These two pinions mesh with spur gears as 63 and 64 respectively. Thegears 63 and 64 are made relatively large with respect to the pinions 61and 62,'s 0 that the gears 63 and 64 respectively will never make quitea half turn even when the members 43 and 44 are turned to either oftheir extreme positions. Between the gears 63 and 64 are mounted arms 65and 66 respectively which are geared together by pinions 67 and 68respectively, so that if one of the arms be moved in one direction, theother is forced to move in the opposite direction, by 1 reason of thegeared connection between the arms. It will be noted that the supportsfor the pinions 67 and. 68 are independent of the gears 63 and 64. Onthe wheel 64 1s a 7 pin or stud 69, while the wheel 63is provided with apractically similar pm or stud 70 extending downward far enough to comein contact with the arms 65 and 66 when swung around to meet it. g

It will be seen that if the shaft 54 is turned the wheel 64 will beturned'andthu's cause the arms 65 and 66 to be spreadapart and movedtoward the pin 70 on the gear 63.

When these arms have been forced to their extreme, they come in contactwith the pm 70 on each side of said pm. If under this a conditionpossible unpossible extreme con dition, so that whether the vehicle orother condition the shaft 55 isturned the gear 63 will be turnedcarrying with itlthe pin 70 and forclng one or the other and therebyboth of the arms 65 and 66 back toward their original positions; but ifthese arms are forced back, one or the other of them will by reason ofits engagement with the pm 69 cause thegear 64 to'be moved backcorrespondingly and this gear will cause through the pinion 62 the shaft54 to be rotated back toward its Consequently as the shaft 54 is thespeed control member, rotating it backward will cause a generalreduction of the speedof the vehicle which is secured by moving thecontrol shafts 1.2 in or out as the case may require. This will permitof the rotation of the shaft 55 and through the intermediate partsalready described the steering of the vehicle or other movable body. Itis, therefore, clear that if the rotation of one of the shafts 54 and 55has been carried to the extreme in either direction, the other memberwill be permitted/to rotate in either direction by forcing thepreviously rotated member back by-reason of the operative connectiontherebetween.

In Fig 9 I show a further arrangement for securing the condition noted.In this construction are superposed gears or support wheels and 76 inmesh with pinions 77 and 78 respectively. The lower gear 75 is providedwith the pin 79 while the upper gear is provided with diametricallyopposite pins 80 and 81. The pin 79 is disposed between the members 82and 83 respectively loosely connected with the pivot 84 and pivoted tocompanion links as 85 and 86 respectively, the companion links beingjointed together as at 87 guided in the 'chanml 88 of the art of the baror equivalent member 89. i

In Figs. 10 and 11 I show a further modification of this organization,wherein a 'rack 90 is driven forward or backward by the pinion 91 on thecross shaft 92, said cross shaft having a worm 93 driven by the wormgear 94 on the upright shaft 95. Shown as ocated above the rack 90 areracks 96 and 97, theteeth of which face inwardly and mesh with thepinion 98 on the shaft 99, the

,worm gear 100 ofwhich meshes with the driving effect of thiscombination of elements is exactly the same in practice as theorganization shown and described in de tail in connection with Figs. 6,7 and 8.

In Fig. 12 T have shown two transmiss'ion devices 110 counterparts ofthe transmission devices already described. These 1 transmission devicesare provided with the outgoing shafts 111 and 112 respectively.

" The outgoing shaft 111 has fixed to it a pinion 1-13 meshing'with thegear 114.provided on its inner side .with thebevel gears 1-15 and 116respectively at diametrically opposite points. The outgoing shaft 112 iis provided with-the bevel pinion 118 in -the diametrically oppositemesh with the diametrically opposite bevel gears 11-5 and 116.- In meshin turn with bevel gears 115 and 116 is the bevel gear 119 coaxial asshown with the gear 118. Fixed to the bevel gear 119 is the shaft 120coaxial as shown with-the shaft 112 and which is adapted to be drivenforward or backward at varying speeds b controlling the speeds of thecontrol sha ts 121. The variable speed ears; .110 are equipped with theincoming s f ,2 p

What'I claim is 1. The combination of a plurality of hydraulic motors, avariable-stroke multipleing on both'controlling members to vary thecylinder pump in communication with, and for effecting the action of,each motor, rotary trolling members to vary the pumps together,

strokes of the pumps in opposite directions.

2. The combination of a plurality of hydraulic motors, a variable-strokemultiplemembers driven by the respective motors, a controlling memberfor each pump, to secure opposite motions thereof and to also vary the.strokes of the pistons in opposite directions, means for acting on bothconstrokes of the and means acting on both controlling members tovarythe strokes of the pumps in opposite directions.

3. The combination of a plurality of hydraulic motors; a variable-strokemultiplecylinder pump in communication with, and

for effecting the action of, each motor, a controlling member for eachpump, to secure opposite motions of the pistons thereof and to also varythe strokes of said pistons in opposite directions, manually-operablemeans for effecting the action of both controlling members to vary thestrokes of the pumps togetherQand manually-operable means forv acting onboth controlling members to vary the strokes ofthe pumps in oppositedirections. v f x 4. The combination of a plurality of hydraulic motors,a variable-stroke multiplecylinder pump in communication with, and

for effecting the action of, each motor, a controlling member for eachpump, to secure cylinden opposite motions of the pistons thereof ano toalso vary the strokes of said pistons in oposite directions,manually-operable means or effecting the action of both controllingmembers to vary'the strokes of the pumps together, and manually-operablemeans for acting onjboth controlling members to vary the strokes of thepumps in opposite directions, both of said manually-operable means beingaccessible from the same station by the operator. p

5. Thecombination of a plurality of hydraulic motors, a variable-strokemultiplefor' effecting the action of, each motor,"a controlling memberfor each pump, to secure opposite motions of the pistons thereof and toalso vary the strokes of said pistons in opposite directions,manually-operable means for effecting the motion of both controllingmembers to vary the strokes of the pumps together, and manually-operablemeans for acting on both controlling members to vary the strokes ofthepumps in o vposite directions the two manually-operab e means beingrotative about the same axis.

6. Thecombination of a plurality of hypump in communication with, and

draulic motors, a variable stroke multiple cylinder pump incommunication with, and for effectingthe action of, each motor, acontrolling member for each pump, to secure opposite motions of theistons thereof and to also vary the strokes of said pistons in oppositedirections, means for effecting the action of both controlling membersto vary the strokes of the pumps together, independent means for actingon both controlling mem her to vary the strokes of the pumps in oppositedirections, and propelling members driven by the respective motors.

7. The combination of a plurality of h draulic motors, .a variablestroke multiple cylinder pump in communication with, and for effectingthe action of, each motor, a controlling. member for each pump, tosecure opposite motions of the pistons thereof, and to also vary thestrokes of said pistons in opposite directions to each other, andmechanism connecting the two controlling members to vary the strokes ofthe pumps together through said controlling members and also throughsaid controlling members to vary the strokes of the pumps in oppositedirections.

8. The combination of a speed controlling member and a directioncontrolling member, and means for automatically moving the speedcontrolling member upon, the movement of the direction controllingmember.

9. The combination of a speed controllin member, a direction controllingmember an means for automatically moving the speed movement of thedirection controlling mem- .ber.

10. The combination of a speed controlling member, a directioncontrolling member and means for automatically moving the directioncontrolling member by a movement of the speed controlling member, Whenotherwise the position of the direction controlling member wouldinterfere with the movement of the speed controllin member.

In testimony whereof I affix my signature in the presence of twoWitnesses.

, REYNOLD JANNEYQ Witnesses:

L. L. MARKEL, HEATH SUTHERLAND.

